Fornia



(N0 Model.)

M. M. BARRETT & J. F. DALY. GAS 0R VAPOR ENGINE ATTACHMENT.

No. 434,695. Patented Aug. 19. 1890.

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-- h3g3: wezztgg f @W UNITED STATES PATENT OFFICE.

MORA MOSS BARRETT AND JOHN F. DALY, OF SAN FRANCISCO, CALI- FORNIA.

GAS OR VAPOR ENGINE ATTACHMENT.

SPECIFICATION forming part of Letters Patent No. 434,695, dated August 19, 1890,

Application filed February 19, 1890- Serial No. 841,063. (No model.)

To ail whom it may concern:

Be it known that we, Mona Moss BARRETT and JOHN F. DALY, citizens of the United States, residing at the city and county of San Francisco, and State of California, have invented certain new and useful Improvements in Gas or Vapor Engine Attachments; and we do hereby declare the following to be a full, clear, and exact description of said invention, such as will enable others skilled in the art to which it most nearly appertains to make, use, and practice the same.

Our invention has relation to certain new and useful improvements in gas or vapor engine attachments; and it consists of the parts and details of construction, as will be hereinafter more fully shown in the drawings, de-

scribed'and pointed out in the speciflcationj The object of our invention is of a threefold nature, and consists, primarily, in providing means whereby the backward flowing flame, resulting from the back pressure upon the generated gases, may be consumed or extinguished during its passage through the supply-pipe to the carburetor; secondly, in providing for the relief of the overpressure of gas contained in said pipe incident to back-' pressure or explosion, so as to provide against the explosion of the carburetor, and, thirdly, in allowing for the maintaining of the gasoline or naphtha contained within the carburetor at a uniform temperature, thereby providing for the easier and longer running of the machine.

One of the most serious disadvantages incident to the operation of the present gas or vapor engines consists in the tendency of back explosion occurring, thereby causing the backward flowing of the inflammable gases through the supply-pipe into the carburetor, which results in the bursting thereof, and in many cases, owing to its inflammable nature, causing fire to result to the buildin g.

In order to provide for the extiliguishment of the backward-flowing flame of gasoline through the supply-pipe, which connects the engine-cylinder or combustion-chamber to the carburetor, we provide or interpose within said pipe a series of Wire-gauze, which preferably we locate in the line of the supplypipe, preferably near the point of commingling of the air and products of combustion. WVhile this interposition of one or more layers of wire-gauze provides for the extinguishment of the flame, it does not allow for the escape of the overpressure of exploded gases,

and for this purpose we interpose between the end of the supply-pipe and carburetor a relief-valve, all as hereinafter more fully described at length.

Referring to the drawings forming a part of this application, in which similar letters of reference are used to denote corresponding parts throughout the entire specification and several views of the drawings, Figure 1 is a View in elevation of a gas-engine, showing the carburetor partly in section; Fig. 2, a longitudinal sectional view showing the valvecasing and valves arranged therein; Fig.3, an end View of the same; Fig. 4, a sectional elevation, showing one of our improved couplings with wire-gauze arranged therein, and Fig. 5 a broken plan of the same.

The letter A is used to indicate an ordinary gas or vapor engine, which is provided with the usual engine-cylinder a, into which the inflammable gas is conveyed from the carburetor B, placed to one side of the engine, through the medium of the supply-pipe C and suitable connections, as usual. The carburetor B is located within the box or reservoir B ,which is filled with water or other liquid, which surrounds and submerges the carburetor proper, so as to maintain the gasoline or naphtha contained therein at a uniform temperature for a number of hours without change. In order to allow for a perfect circulation of the water or liquid around the carburetor, the latter is raised a couple of inches, more or less, from the bottom of the reservoir. The inlet or air tube of the carburetor is represented by the letter I), and it is obvious that the continuous and prolonged passage of air or gas through the carburetor greatly tends to cool off the gasoline or other volatile substances from which the flammable gases are formed, and consequently retards and eventually checks the development of the lat" ter; but by keeping the carburetor constantly submerged by liquids contained within the reservoir we have discovered that the heretofore-existing difficulty may be efiectually surmounted, since the enveloping-fiuid acts to retain the contents of the carburetor at a uniform temperature. In order to prolong the passage of air within the carburetor, so as to allow for the same becoming thoroughly impregnated with the gases contained therein, we provide a series of partitions (not shown) adapted to run alternately within an inch or so of either side thereof, thereby causing the air to absorb or become thoroughly charged with the retained gas in one section before passing into another, or, in other words, causing the air to make a serpentine circulation therethrough. The carbureted air, after passage through the carburetor, passes in he upwardly-proj ectin g portion 0', and from thence into the engine cylinder or generator at. The supply-pipe C is connected at its lower end to the upwardly-projecting portion 0' of the carburetor by means of the valve-casing D, and within the inner chamber (1 of said valvecasing is swung the clack-valve e, which is limited in its vertical lift by reason of the crossbar or rod f,which passes centrally therethrough. WVe also secure within said chamber layers of wire-gauze E, adapted to serve the hereinafter-described function. casing at any convenient point, preferably on top, we mount the relief-valve F, which is adapted to form an outlet for the overpress-' ure of gas resulting from back explosion. It will be seen that this relief-valve is located entirely outside of the carburetor, and in thus disposing the same we provide for ready access thereto, so that in case the packing or other portion becomes impaired (which is very apt to be the case) the damage can be repaired in an expeditious and convenient manner.

Located at any convenient point between the carburetor and engine-cylinder are the gauze layers H, which by preference we locate within the coupling H. The wire-gauze contained within said coupling is held in an adjusted position by means of the thiinble g, located within the same; but if so desired the gauze may be secured directly within the supply-pipe. In order not to interfere with the free flow or passage of the carbureted air or gas into the engine-cylinder, it becomes necessary that-the wire-gauze layers be so placed that the meshes become not clogged with one another, while at the same they must be of sufficient fineness as to perfectly retard against the passage of the inflamed gas upon backpressure.

The back-pressure upon the carburetor is oecasionedby reason of the failure of the inlet valve K, located at the mouth of the co1nbustion-cylinder, to properly seat itself, or by reason of the stiffness in the working thereof, either of which defects occasions the backward flow of the inflamed gas from the engine-cylinder through the supply-pipe into the carburetor, thereby causing the explosion thereof. However, by interposing layers of Upon said.

wire-gauze at any convenient point between the carburetor and engine-cylinder we have discovered that the backward rushing flame is perfectly extinguished, leaving only the overpressure of the gas to gain access intov Having thus described our invention, what we claim as new, and desire to secure protection in by Letters Patent of the United States. 1s

1. In a gas or vapor engine, the combination of a supply-pipe, a valve-casing connected thereto, a clack-valve pivoted therein, a cross bar or rod for limiting the vertical lift of said valve, and spring-actuated relief-valve mounted upon the casing, substantially as set forth.

2. In a gas-engine, the combination of a tank, a carburetor within the same provided with an upwardly-extendin g portion or drum, the latterhaving a screw-threaded stem projecting therefrom, and a valve-casing provided with screw-threaded ends, one of which connects with the screw-threaded stem of the dome and the other with the supply-pipe, a clack-valve pivoted in the valve-casing, a relief-valve mounted upon the top of the valvecasing, and an air-tube leading to the carburetor, substantially as set forth.

3. In a gas-engine, the combination of a tank, a carburetor within the same provided with an upwardly-extending portion or drum, the latter having a screw-threaded stem projecting therefrom, a valve casing having screw-threaded ends, one of which connects with the screw-threaded stem of the drum and the other with the supply-pipe, a wiregauze within the valve-casing, a clack-valve pivoted therein, a relief-valve mounted on top of the valve-casing, a coupling connecting the supply-pipe with the engine-cylinder, gauze layers within the coupling arranged so that the meshes thereof will not clog, and a thinible for supporting the layers, substantially as set forth.

4. The combination, with the supply-pipe of a gas-engine, of the valve-casing, clackvalve pivoted therein, layers of wire-gauze interposed Within said casing, and a reliefvalve mounted upon said casing for the outlet of the retained exploded gas, substantially as set forth and described.

In testimony whereof we aflix our signatures in the presence of witnesses.

MORA MOSS BARRETT. Jot-1N F. DALY.

In presence of N. A. ACKER, J. H. BLooD.

Ill) 

